US3199647A

US3199647A - Control valve means for forward and reverse clutches

Info

Publication number: US3199647A
Application number: US218345A
Authority: US
Inventors: Donald C Staab
Original assignee: Minneapolis Moline Inc
Current assignee: BORG-WARNER ACCEPTANCE Corp A CORP OF; Minneapolis Moline Inc
Priority date: 1962-08-21
Filing date: 1962-08-21
Publication date: 1965-08-10
Anticipated expiration: 1982-08-10

Description

D. c. sTAAB 3,199,647

CONTROL VALVE MEANS FOR FORWARD AND REVERSE CLUTCHES 3 Shee1'.s-Shee'rl 1 Aug. 10, 1965 Filed Aug. 21, 1962 D. C. STAAB Aug. 10, 1965 CONTROL VALVE MEANS FOR FORWARD AND REVERSE CLUTCHES Filed Aug. 21, -1962 3 Sheets-Sheet 2 m T M N mi. rv T MW( 1C D A m V I@ m m Q a .3??? QS mx( MM. v 4 E,//t. L/// 7 Z QN /fm/ su mw/Vf www mw @n N //s @www E mm @vom um Q Q QN? J w mw a MM; JM J A rf l, s. m J a ZV u/ Vw? V QN .Nm E H Si@ mm, NN mw 777mm, /ffjwq Fatwa/WM MUY@ from/E Ys D. c. sTAAB 3,199,647

CONTROL VALVE MEANS FOR FORWARD AND REVERSE CLUTCHES 5 Sheets-Sheet 3 IN VEN TOR.

Q A. 7 /QQQ BY DOA/ALD C. S7-A45 Aug. 10, 1965 Filed Aug. 21, 1962 @www @Mmm/@d ,4 from/evs United States Patent O Mice 3,lt9,647 CNTRL VALVE MEANS EUR FQRWARD AND REVERSE CLUTCHES Donald C. Staal), Long Lahe, Minn., assigner, by mesne assignments, to Minneapolis-Moline, Inc., Hopkins, Minn., n corporation of Eeiaware Filed Aug. 21, 1962, Ser. No. 218,345 11 Claims. (Cl. 192-87) This invention relates to a transmission control system and more particularly -to a control system for controlling the hydraulically actuated forward and reverse clutches of an industrial truck which serves to connect the transmissions of the truck with the engine-driven torque converters of such trucks.

In industrial trucks of the particular type controlled by the presen-t invention, such as fork lift trucks, the engine drives the impeller of the torque converter as well as a pump for a hydraulic circuit which usually incorporates tilting and lifting rams for tilting, lifting, and otherwise manipulating a load. A transmission valve pump is also driven by the engine for supplying tluid under pressure to a transmission control valve that in turn controls the operation of hydraulically controlled forward and reverse clutches for the transmission. Thus, the engine drives the torque converter which in turn drives the transmission to propel the truck forwardly or rearwardly depending on which of the two clutches has been actuated. The two clutches are, in turn, actuated under control of the operaltor through the transmission control valve and utilizing the power produced by the small transmission valve pump.

ln a truck of the class described, when .the operator moves the usual control lever into forward position, the transmission valve actuates the forward clutch to place the 'transmission in forward drive. As the engine is accelerated, the truck moves forwardly in accordance with the speed of the engine. If the operator wishes to go slowly, the engine is driven at la very slow rate.

In utilizing such a truck, it is often found necessary to tilt or lift at a high speed while slowly moving or inching the truck forwardly or rearwardly. This means that vthe engine of the truck must be operated at high speed in order to obtain the rapid tilting or lifting while the ltruck is inched along at a very slow speed. To provide for this slow inching movement yof the truck while the motor is being operated at ya high speed, the hydraulic pressure on the clutches may be varied to allow controlled slippage of the clutch.

It has heretofore been customary to supply lubricating fluid to the lubricating system of the truck from the transmission valve pump or other pump which serves to control the transmission clutches. The lubricating system of the truck is designed for a very low pressure supply while the pump supplying the transmission control system must provide a relatively higher pressure, for example, in the range of one hundred ninety pounds per square inch, for controlling the transmission clutches. The lubricating system of the truck `offers only a low resistance to the hydraulic fluid and would consume the entire output of the transmission Valve pump if unrestricted. Accordingly, some system of priority is required in the transmission control system so that the high pressure of the pump becomes available for the actuation of :the transmission clutches while a lower pressure hydraulic uid is substantially continuously supplied to the lubricating system of the truck.

It has heretofore been proposed to combine an inching control system with the service brake of the truck whereby initial actuation of a brake lever will be effective to actuate the inching control system to inch the truck,

lhgf? Patented Aug. 10, i965 while applying a slight braking etlect to the service brake of the truck. Fur-ther actuation of the :transmission control system is then effective to disengage the inching control system and to apply the serv-ice brake of the vehicle.

None of the prior systems of inching control has been entirely satisfactory. Certain systems have required separate controls to apply the inching arrangement and separate controls for selecting the forward or reverse clutch.`

Other systems have been unsatisfactorily tied in with the service brake system of the vehicle.

Accordingly, it is an object of the present invention to provide a new and improved transmission control system.

A further object of the present invention is Ito provide 'a new and improved transmission control system wherein the hydraulic pressure on the transmission clutches may be gradually and accurately varied to provide for controlled slippage of the clutches.

A further object of the present invention is to provide an improved transmission control system wherein the hydraulic pressure supplied to the transmission clutches is regulated by spring means.

1Further objects and advantages of this invention will become apparent as the following description proceeds and the features of novelty which characterize the invention will be pointed out with particularity in the claims annexed to and forming a part of this specification.

Briefly stated, in accordance with the present invention, there is provided an improved .trnasmission control system for use with an industrial truck of the type having forward and reverse fluid-actuated clutches controlled by a hydraulic transmission valve pump driven by the engine of the truck. The transmission control system includes a transmission control valve assembly for selectively controlling lthe actuation of the clutches. Hydraulic lluid under pressure is supplied from the transmission valve pump to the transmission control valve and the transmission control valve is provided with a clutch control member for selectively connecting the forward or reverse clutches to the source of fluid supply. Spring means are provided in the transmission control Valve for providing an incremental hydraulic loading of the selected clutch as 'a function of the actuation 'of the clutch control member. Y

More specifically, according to a preferred embodiment of the invention, the transmission control valve includes a valve housing forming a valve chamber including a Valve cylinder and enclosing a valve element slidably mounted in the cylinder. A rst passageway in the valve housing communicates with the valve cylinder and is adapted for connection to the transmission valve pump. The valve element divides the valve cylinder into a pair of spaced expandable chambers.v Passageway means extend through the valve element and connect the tluid inlet passageway with the expandable chambers. Additional passageways extending from each of the expandable chambers are adapted for connection to the lubricating system of the truck. Each expandable chamber includes a fluid port which is at least partially closed upon movement of the valve element in a direction to contract the chamber. However, when the fluid port is even partially closed, the fluid pressure inthe contracted chamber, which is connected to the fluid inlet passageway, will build up and will tend to expand the chamber to open the fluid exhaust port. Each of the expandable chambers are effective to transmit their pressure build-up to a respective one of the forward and reverse clutches and accordingly to incrementally load the particular clutch hydraulically in relation to the cornpression of the restraining spring. Spring means are provided resiliently restraining the expansion of the contracted chamber so as to permit the exhaust port to open at least partially When the pressure in the associated expandable chamber builds up to an equilibrium condition balanced by the restraining force of the spring means. The force of the spring means, of course, is a function of the distance through which the spring is compressed and this distance is accurately controllable by the clutch control element. Movement of the clutch control element to an extreme position in either direction is effective to apply the full pump pressure to the associated clutch and, accordingly, the clutch may be hydraulically loaded to any amount from a zero loading to the maximum output pressure of the transmission valve pump by the mere continuous movement of the clutch control element, under the control of the clutch pressure spring.

The nature of the invention will best be understood when described in connection with the accompanying drawings, in which:

FIG. l is a somewhat schematic illustration of a transmission control system according ot the present invention and illustrating the transmission control valve in cross sec- `tion in a neutral position;

FiG. 2 is a fragmentary cross-sectional view of the improved transmission valve of FIG. l illustrated in an intermediate one of its operating positions;

FIG. 3 is a fragmentary cross-sectional view of the improved transmission control valve illustrated in FIG. 1, and illustrated in yet another of its operating positions; and

FIG. 4 is another embodiment of a transmission control system embodying the principles of the present invention and illustrating the transmission control valve thereof in cross section.

Referring now to the embodiment of FlGS. l to 3, there is illustrated a transmission control system according to the present invention and embodying a transmission control valve generally shown at for controlling a hydraulic forward clutch 11 and a hydraulic reverse clutch 12. To provide hydraulic fluid under pressure, for example, in the range of 190 p.s.i. to the transmission control valve 10, there is provided a transmission valve pump 13 drivingly connected to be driven by an engine forming the prime mover of the vehicle (not shown). It will be appreciated that the system may be embodied in an industrial truck of the type employing a hydraulic fork to lift or tilt a load and that it becomes necessary to run the engine 1S at high speed in order to supply the motivating force to the vehicle lift fork, while, at the same time, inching the vehicle along for proper placement and location of the load. Moreover, the engine is connected to drive the vehicle through the forward clutch 11 and reverse clutch 12 which, in turn, are operatively associated with the transmission of the vehicle to provide the coupling of the engine to the vehicle drive when hydraulic fluid under pressure is supplied to a selected one of the clutches 11, 12. Moreover, the driving torque transmitted by the clutch from the engine 15 to the transmission of the vehicle will be a function of the hydraulic pressure supplied to the clutch. When full pressure from the pump 13 is provided to one of the clutches 11 or 12, the clutches will perform as a direct coupling of the engine and transmission, but when a reduced pressure only is supplied to the respective clutch 11 or 12, the clutch will slip making it possible to inch the vehicle even though the engine 15 is operating at a high r.p.m. It is understood that the en- ,gine 15 may be connected to the transmission of the vehicle through a hydraulic coupling or converter.

In order to connect the valve 10 into the transmission control system of the vehicle, the valve 10 is provided `with a valve housing 16 forming a valve chamber 19 and containing a fluid inlet fitting 17 adapted to be connected to the transmission valve pump 13 through a fluid conduit or passageway 18. Moreover, the forward clutch is adapted to be connected to a forward clutch fitting 20 ,through a fluid conduit or passageway 21 and the reverse clutch 12 is adapted to be connected to a reverse clutch fitting 22 of the `control valve 10 through a fluid conduit or passageway 23. Moreover, there is provided a fluid reservoir shown schematically at 25 connected to receive hydraulic fluid from a fluid drain 26 communicating with the chamber 19 and additionally connected to receive excess fluid from the lubricating system of the vehicle which is discharged from a lubrication release valve 27. A fluid conduit or passageway 28 connects the inlet of the pump 13 to the reservoir 25 so that the pump 13 may draw hydraulic fluid from the reservoir 25 and supply this fluid under pressure to the fluid inlet fitting 17 of the control valve 1G.

To provide for the selective actuation of the forward and reverse clutches 11 and 12 through an incremental pressure loading, and to make the surplus hydraulic fluid supplied by the pump 13 which is not required for operation of the forward and reverse clutches 11 and 12 available to the lubricating system of the vehicle, the valve chamber 19 is provided at its upper end with a valve cylinder 31 reciprocably receiving a valve element 32. The valve cylinder 31 is provided with a plurality of fluid ports hereinafter described, and the valve element 32 is provided With a plurality of rings or annular recesses which form fluid passageways, hereinafter described, to control the admission and discharge of fluid to the clutches 11 and 12. Additionally, the valve element 32 is provided with reduced diameter end or

piston portions

33 and 35 which are reciprocally received in

expandable chambers

36 and 37, respectively, formed in opposed ends of the valve cylinder 31. The

chambers

36 and 37 are closed at one end and the reduced

diameter portions

33 and 35 form sort of piston member reciprocable within the

expandable chamber members

36 and 37. Each of the cxpandable chambers are provided with a plurality of circumferentially aligned lubricating fluid ports 38 and 4t), respectively, which are in communication with annular lubricating manifolds 41 and 42, respectively. The lubricating

fluid ports

38 and 40 are positioned in the side walls of the

expandable chambers

35 and 37 at a location where reciprocation of the valve element 32 is effective to close the respective ports when the

piston portions

33 and 35 move over the ports 38 and 4i).

To connect the excess hydraulic fluid from the control valve 10 to the lubricating system of the vehicle, the housing 16 is provided with a plurality of

passageways

45, 46 and 47 which communicate with the lubricating manifolds 41 and 42 and discharge to one or more lubricating fittings 48. It is understood that the lubricating system of the vehicle may be connected to the lubricating fittings 42B by any suitable conduit means (not shown). Moreover, as heretofore described, the lubrication of the vehicle takes place at a very low pressure. Accordingly, in order to prevent a build-up of hydraulic pressure to the lubricating system and to provide for the discharge of any excess lubricating fluid supplied to the

lubricating passageways

45, 46 and 47, the lubricating release valve 27 is connected to one of the lubricating passageways, here shown as passageway 47. The lubrication release valve 27 discharges into the reservoir 25 when the pressure in the lubricating system exceeds the preselected pressure setting of the lubrication release valve 27.

To provide for hydraulic fluid to the lubricating conduits of the valve 10 and to the selected one of the forward or reverse clutches 11 and 12 at the preselected pressure,

the inlet fluid to the control valve 10 passes through an inlet passageway Sil to a pair of spaced inlet ports 51 and 52 in the form of annular grooves in the wall of the valve 'cylinder 31. Additionally, the wall of the valve cylinder and forward clutch port 56 are spaced on opposite sides of the spaced inlet ports 51 and 52. Moreover, the valve element 32 is provided with a pair of spaced apart annular grooves 5S and 6i) forming inlet fluid passageways and spaced apart by a ring-shaped portion 61 which prevents the flow of hydraulic fluid between the

respective passageways

58 and 66. Spaced outwardly of the passageways 58 and 6i) is an additional pair of

annular grooves

62 and 63 forming clutch control passageways. A pair of -annular ring-shaped portions 65 and 66 separate the

respective fluid passageways

53 and 62, and 60 and 63. Additionally, outwardly of the

clutch control passageways

62 and 63, there is formed additional ring-shaped portions 67 and 68, respectively, on the valve element 32. The ring-shaped

portions

51, 65, 66, 67 and 63 form a close sliding fit with the cylindrical inner wall of the valve cylinder 31 so as to prevent leakage of fluid past them when they separate various ones of the ports 51, 52, 53 tand 56. Additionally, the valve cylinder 31 is provided adjacent the

expandable chambers

36 and 37 with enlarged open port portions 70 and 71 which are open to the valve chamber 19 and, accordingly, are in communication with the fluid drain 26.

T o complete the path for lubricating fluid through the control valve 10, the valve element 32 is provided with a pair of axial lubricating passageways 72 and 73 extending inwardly from each end thereof, opening in the respective

expandable chambers

36 and 37, and communicating with radial lubricating passageways 7S and 76.

It will be appreciated from the above description of the valve cylinder 31 and valve element 32 that these elements form a pair of substantially identical opposed control portions except for the addition of a control link 77 to the right-hand side of the valve element 32, as viewed in FIG. 1. In other words, the sets of rings and passageways on the left of the valve element 32 control the admission and pressure of fluid to the forward clutch while a similar set of rings and passageways are provided on the right of valve element 32 to control the iluid and pressure of iiuid to the reverse clutch 12.

From the foregoing description, it will be 4seen that when the valve element 32 is in a neutral position, as illustrated in FlG. 1, lubricating fluid is supplied to the lubricating system of the vehicle through inlet fitting 17, inlet passageway Sti, spaced inlet ports 51 and 52, radial lubricating passageways 75 and 76, axial lubricating passageways 72 and 73

expandable chambers

36 and 37, lubricating fluid ports 38 and 4d, lubricating manifolds 41 and 42, passageways 45, d6 and 47, and lubricating fittings 48. Any excess fluid supplied to the lubricating system will be dumped from the lubricating system through the lubrication relief valve 27 and returned to the reservoir 25. Since the lubricating system of the vehicle operates at relatively low pressure, the release valve 27 will be set ata relatively low pressure and the lubricating system will not permit a build-up of iluid pressure in the control valve 19. At the same time, when the valve element 32 is in the neutral position, the forward clutch is discharged to the reservoir through the iluid conduit 21, forward clutch fitting 20, forward clutch passageway 57, forward clutch port 56, clutch control passageway 62, and enlarged open portion 7@ which communicates with the valve chamber 19 and discharges through the drain 26. At the same time, the reverse clutch 12 discharges to` the reservoir 25 through the fluid conduit 23, the reverse clutch iitting 22, the reverse clutch fluid passageway 55, reverse clutch port 53, clutch control passageway 63, and enlarged open portion 71 of the valve cylinder 31 which communicates with the valve chamber 19, and discharges through the lluid drain 26 into the reservoir 25. It will be seen that in this neutral position, the ring-shaped port-ion 66 sepa-rates the inlet port 52 from the reverse clutch port 53 and that the ring-shaped portion 65 separates the inlet port 51 from the forward clutch por-t 56. Accordingly,

`in this position no fluid is being supplied to either of the 6 clutches and the clutches have been dumped to the reservoir so that the vehicle transmission is in a neutral position. Moreover, the ring 61 at all times separates the ports 51 and 52 regardless of the position of the valve element 32.

Movement of the valve element 32 in either direction from the neutral position illustrated in FIG. 1 is effective to close off the discharge of one of the clutches to the reservoir and further movement of the valve element 32 is effective to connect that clutch to the hydraulic iluid inlet while, at the same time, disconnecting one set of lubricating pa-ssageways from the source of pressurized iluid. Specifically, a first initial incremental movement of the valve element 40 in a forward direction to the right as illustrated in FIG. 2, is effective to bring the ringshaped portion 67 of the valve element 32 into engagement with the wall of the valve cylinder 31 to prevent further discharge of the fluid from the forward clutch through the clutch control passageway 62 and into the enlarged open portion 70 of the valve cylinder 31. Moreover, further movement of the valve element 32 to the right, as illustrated in FIG. 3, is eliective to connect the forward clutch to the pressurized hydraulic fluid through a series of ports and passageways including the fluid inlet fitting 17, inlet passageway 50, spaced inlet port 51, clutch control passageway 62, forward clutch port 56, forward clutch lluid passageway 57, forward clutch fitting 2i), and fluid conduit 21. At the same time, the lubricating passageways 75 and 72 have been disconnected from the pressurized inlet fluid since the ring-shaped portion 65 of the valve element 32 has moved past the inlet port 51 closing ofi the supply of inlet fluid to this portion of the lubricating system. Movement of the valve element 32 in the opposite or reverse direction, that is, to the left, will, of course, be etiective to connect the reverse clutch to the source of inlet fluid under pressure through the complementary set of grooves, passageways, and conduits.

As soon as the duid requirements of the clutches 11 and 12 are satisfied, lubricating fluid is thereafter supplied to the lubricating system of the vehicle. Referring specil-really to FIGS. 2 and 3, when the valve element 32 has been moved to the right, to the position illustrated in FIG. 3, lubricating fluid is supplied to the lubricating port 48 through the righthand passageways of the valveV element 32 and valve cylinder 31. Specioallylubri eating fluid is supplied through the iluid inlet tting 17, inlet passageway 5t?, inlet port 52, iluid passageway 60, lubricating passageway 76, lubricating passageway 73, expandable chamber 37, lubricating ports 4t), lubricating manifold 42, and

lubricating passageways

45, 46, and 47. Moreover, it will be appreciated that if the valve element 32 is moved to the extreme right, the iluid port dii in the side walls of the expandable chamber 37 initially will be closed due to the passage of the piston portion 35 of the valve element 32 thereover. Accordingly, pressure will build up in the expandable chamber 37 sufhciently to move the valve element 32 to the left to at least partially open the lubricating port 4t?. Of course, if the valve element 32 is moved to the left, then the left-hand set of lubricating passageways are brought into effect to provide lubricating iluid to the lubricating system of the vehicle; and, similarly, the piston portion 33 of the valve element 32 will at least partially block the lubricating fluid passageways 33 to create a build-up of lluid pressure in the expandable chamber 36 sullicient to move the valve element to the right to at least partially uncover the port 3S.

ln order to move the valve element 32 to the prese-y lected position and to counterbalance the build-np of pressure in the

expandable chambers

36 and 37 thereby to spring-load the pressure to the clutches 11 and 12, there is provided a lcontrol system in the valve chamber 19 including an outer or control sleeve 8b slidably mounted in a control cylinder 31 formed in the lower portion of the valve chamber 19. A control piston $2 is positioned for slidable movement within the hollow interior of the control sleeve 80 and is interconnected for movement therewith by a double-acting loading or compression spring `83.

In order to move the control sleeve 80 `a predetermined amount in either the forward or reverse directions, there is provided a clutch control element or fork 8S iixedly mounted on a control shaft S6 extending into the valve chamber 19. As is well known, the clutch control fork S is provided with a pair of bifurcated arms S7 provided near its end with confronting control buttons 88 which ride in a suitable groove 90 in the outer surface of the control sleeve S0. The control shaft 86 is connected (by means not shown) to be manually or otherwise pivotally positioned a selected amount in a predetermined direcytion to effect movement and control of the valve element 32. It will be appreciated that the control shaft 36 may be connected to handor foot-operated handles or treadles. v For the purpose of spring-loading the valve element 32 to counterbalance the pressure build-up in the

expandable chambers

36 or 37, the control sleeve Sti is connected to the control piston S2 through the loading spring 33. Specifically, the loading spring 83 is provided at each end with an end bearing washer 91 and 92 slidably mounted on the control piston 32 and movable within a counterbore 93 of the control sleeve 80. The control piston 82 is provided with a C-ring 95 constituting a stop iitted into an annular ring 96 thereon and adapted to engage one of the end bearing washers 91. Additionally, the end bearing washer 91 is positioned to seat against a bottom surface 97 of the counterbore 93 constituting a stop. The outer end bearing washer 92 is restrained by a C-ring 98 constituting a stop fitted in an annular groove 10) within the counterbore 93. Additionally, a link sleeve 101. is slidably received on the control piston 82 and is movable within the C-ring 98 to engage the end bearing washer 92 of `the loading spring 'S3 and constituting a stop therefor. The link sleeve `101 is tixed to the control link 77 as by welding, as indicated at 162. An additional C-ring 103 provided in an annular groove 195 in the control piston 82 limits the movement of the control link 77 to the right with reference to the control piston 82 as viewed in FIG. 1.

In operation when the control shaft 36 is pivoted so as to move the control sleeve 89 in either direction, the loading spring 83 will become effective through the control link 77 to bias the valve element 32 in the same direction as the control sleeve S0. For example, assuming that the control shaft S6 is rotated clockwise so as lto slide the control sleeve tid to the right as viewed in FIGS. 1 through 3, the loading spring 83 which is preloaded in compression initially will function as a solid connection with the control link 77 and will move the valve element 32 a corresponding distance as indicated in FIG. 2. However, once the valve element 32 has moved sufficiently far to totally or at least partially block the lubricating fluid ports 40 in the expandable chamber 37, pressure will build-up in the expandable chamber 37 which will react Ato move the valve element 32 back to the left to partially open the ports 40. Such pressure loading of the valve element 32 will be eifective through the control link 77 to slide the link sleeve 101 to the left relative to the control sleeve 8@ and the control piston 82, thereby further compressing the loading spring 33 as illustrated in FIG. 3. It is evident that the force exerted by the loading spring 83 must balance the pressure load against the valve eleyment 32 due to the build-up of pressure in the expandable ychamber 37. Since the movement of the valve element 32 to the left under the force of the pressure in the expandable chamber 37 partially unblocks the lubricating iiuid port 4Q, the amount of pressure build-up within the expandable chamber 37 is regulated by the compression of the spring 83. Therefore the force exerted by the loading spring 83 will be proportional to the movement CFI of the control sleeve and control piston 82 to the right; that is, the amount of restraining or counterbalancing force exerted by the spring 83 will be a function of the compression of the spring 83, necessary to unblock the lubricating fluid port 40 in order to balance the spring and 4this will necessarily be a function of the distance that the spring 83 has been moved by the control sleeve 80 and the control piston 82.

Advantageously, the compression loading of the loading spring S3 and, consequently, the hydraulic pressure transmitted to the clutches 11 and 12, is transmitted through the control sleeve 811 and clutch control fork 85 to the control shaft 36 so that feel of the clutch system is provided for the operator of the vehicle. Moreover, if the control sleeve 80 is moved to an extreme right or left position, as when the clutch is completely engaged to directly couple the transmission of the vehicle to the engine thereof during normal driving of the vehicle without the desirability of inching the vehicle, then a holding ball 1% will be biased by a retaining spring 107 into one of a pair of holding detents 103 and 109 to maintain the control sleeve 80 and, accordingly, the valve element 32, in the fully engaged position.

When it is desired to move the vehicle in a reverse direction and the control shaft 86 accordingly is moved counterclockwise to shift the control sleeve 80 and control piston 82 to the left, as viewed in FIGS. 1, 2, and 3, the control piston 82 acting through the control link 77, will bias the valve element 32 to the left. However, once the valve element 32 has been moved to the left sniiiciently far to at least partially close the lubricating fluid port 38 in the expandable chamber 36, a build-up of pressure will develop within the chamber 36 after the reverse clutch has been filled with fluid so that the pressure therein will return the Valve element 32 to the right, moving the control piston 32 to the right through the C-ring 1113 which in turn moves the control piston 82 and the C1ing 95 to the right unseating the end bearing washer 91 from the bottom surface 97 of the counterbore 93, thereby to springload the valve element 32 dependent upon the positioning of the control shaft 86.

Although the control shaft 86 may be quickly rocked clockwise and counterclockwise, to give a forward and reverse rocking motion to the vehicle, the clutches 11 and 12 and the vehicle transmission cannot respond instantly to such a change of direction, and, accordingly, a delay in the engagement of the clutches 11 and 12 is interposed in the system. This delay is readily accomf plished by means of a dashpot arrangement on the control piston 82.

To provide for the dashpot 110, the ends of the control piston S2 are each reciprocally received in respective cylinders 111 and 112 to form piston portions 111:1 and 112a. Each of the cylinders 111 and 112 are provided with

uid ports

113 and 115 respectively in their sidewalls positioned close to the piston portions 111er and 112a when the control piston 82 is in the neutral position illustrated in FIG. 1 and are adapted to be closed by the control piston S2 upon initial movement of the control piston 82 to the left or the right respectively. The

ports

113 and 115 communicate between the respective cylinders 111 and 112 and the valve chamber 19 which, as heretofore described, is filled with suitable hydraulic iiuid up to the level of the drain 26. Once the

uid ports

113 or 115 have been closed by movement of the control piston 82, then further movement of the control piston 82 necessitates the transfer of fluid from one cylinder 111 or 112 to the other of the cylinders through an axial passageway 116 in the control piston 82 connecting the cylinders 111 and 112. The axial passageway contains a flow restriction ydevice 117, here shown as a reduced diameter oriiice, to

9 pot arrangement is eiective to limit the rate of movement of the control piston 82 and consequently of the loading of the forward and reverse clutches. The loading spring 33 during such a rocking or swift-shifting operation acts as a lost-motion connection between the control sleeve Si) and the control piston 82 and absorbs the diderence in travel between the control sleeve Si? and the control piston S2 by compression. This results in unseating of a respective one of the end bearing washers 91 or 92 of the loading spring 83. Continued travel of the control piston 82 through the dashpot 119 is effected by the expansion of the compressed loading spring S3.

ln operation, when the actuating shaft S6 is rotated clockwise, as viewed in FIG. l, the control piston 82 will move quickly to the right until the duid ports 115 are closed. Then iluid trapped in the cylinder 112 must pass past the ilow restriction device 117'. Accordingly, the control piston will complete its movement to the right at a predetermined rate dependent upon the amount of restriction offered by the device 117. If the actuating shaft 86 has been rotated at a rate corresponding to a rate greater than the movement of the control piston S2, then the end bearing washer 92 on the loading spring S3 will unseat from the C-ring 9S and the end bearing washer 91 will unseat from the C-ring 95 as illustrated in FIG. 3; and further travel of the control piston S2 and valve element 32 will be under the control of the loading spring S3 as regulated by the flow restriction device 117. Moreover, if the control shaft S6 is rapidly rotated to the left either from its forward or neutral position, then the restriction to the dow through the passageway 116 created by the flow restriction device 117 will be effective to retard the movement of the control piston S2, and, accordingly, of the valve element 32 to the preselected rate. A quick motion of the control shaft 86 in a counterclockwise direction will cause the end bearing Washer 92 to unseat from the link sleeve 191 and the end bearing washer 91 to unseat from the bottom surface 97 of the control sleeve 80; and further travel of the control piston 32 to the left will be under the control of the loading spring 83 as determined by the flow restriction device 117.

1n order to return and maintain the above-described valve in the neutral position, accurately centered during the no-load conditions, whenever the control sleeve 8l? is not locked in place by the holding ball 106, there is provided a single double-acting centering spring 118 effective to center the control sleeve 36 and, accordingly, the valve element 32. The centering spring 118 is provided at each end with an end bearing washer 121B and 121 respectively, one of which is moved in a spring compressing position when the control sleeve 81B is moved in either direction from the centered position. Specifically, the end bearing washer 121) seats against a stationary sleeve 122 constituting a stop and forming a part of the fixed housing 16 and, additionally, seats against a C-ring 123 constituting a stop and fitted in an annular groove 125 in a reduced diameter end portion 126 of the control sleeve Si). Moreover, the end bearing washer 121 is adapted to seat against a lined shoulder 127 constituting a stop and formed at the end of the reduced diameter end portion 126 of the control sleeve Sti and, at the same time, seats against a shoulder 128 constituting a stop formed in the housing 16.

In operation, whenever the control sleeve Si? is moved to the right as viewed in PIG. l, the C-ring 123 is effective to bear against the end washer 120 to unseat the end washer 120 from the stationary sleeve 122 to compress the centering spring 118. Similarly, when the control piston 82 is moved to the left of the neutral position illustrated in FIG. l, the shoulder 127 on the control sleeve 3d will bear against the end bearing washer 121 to unseat the washer 121 from the shoulder 123 and compress the centering spring 118. Accordingly, the spring 118 is effective to maintain and return the control sleeve t), and

1@ t consequently, the valve element 32, to a neutral position wherein the end washers 121B and 121 simultaneously bear against both of their associated stops.

From the above detailed description of the invention, its operation is believed clear. However, brieily, it will be understood that when moved to the right, the valve element 32 is effective to till 'and load the forward clutch 11 with hydraulic fluid through the arrangement'of passageways as best illustrated in FlG. 3, and that when moved to the left, the valve element 32 is efrective to fill and load the reverse clutch 12 with hydraulic iluid through the complementary set of passageways. Moreover, once the valve element has been moved to the right or to the left to engage the forward or reversev clutch respectively, the forward or reverse clutch 11 or 12 is first lled with iiuid and then, since the lluid ports 3% or 46* to the lubricating system of the vehicle have been closed by the projection of the

piston portion

33 or 35, fluid pressure will build up in the

expandable chambers

36 and 37 to push the valve element 32 out of the respective

expandable chambers

35 or 37 sufliciently far to open the respective ports. This pressure loading on the valve element 32 will be reacted through the control link 77 and link sleeve 161 to the loading spring 33. The amount of actuation of the control shaft 86, and, correspondingly, the positioning of the control piston 82, will determine the amount of force required to open the lubricating fluid ports 38 and 4d a suflicient distance to balance the hydraulic system at the preselected movement and, accordingly, the hydraulic pressure supplied to the clutches 11 and 12 will be dependent on the spring loading of the loading spring 83. Moreover, advantageously, this spring loading provides a feel through the control shaft Se to an operator. Small increments of displacement ofthe control shaft e36 are effective to require a lesser compression of the loading spring 83 in order to unload the

expandable chambers

36 and 37, and accordingly, will build up a lesser hydraulic pressure supplied to the clutches 11 and 12 then would result from a greater displacement of the control shaft 86. Accordingly, with small movements of the control shaft 86, the pressure supplied to the forward and reverse clutches is insuiiicient to completely engage the clutches and the clutches will slip. This permits the engine 15 to be run at a high rate while the transmission is actuated at a substantially slower rate due to the slippage of the clutches 11 and 12 and the vehicle may be inched or slowly moved forward or reverse as selected by the operator. Moreover, when the control shaft S6 is pivoted to its extreme right or left position, then the loading imposed on the selected clutch 11 or 12 can yapproach the pressure output of the pump 13, which in one particular embodiment, was in the area of 190 p.s.i. Since the loading and unloading of the forward and reverse clutches 11 and 12 is not instantaneous but requires a short delay interval, the control piston d2 of the control valve 10 is provided with a dashpot 11@ including the dow restriction device 117 to prevent rapid engagement or disengagement of the clutches, and is particularly effective when the vehicle is rocked forward and reverse. During the delay in the actuation of the control piston S2, the loading spring 33 acts as a lost-motion connection to provide for relative delay between the control piston 82 and the control sleeve and, additionally, is eective to drive the control piston S2 in the selected direction. It` will be seen that a single loading spring 83 is required to springload the selected one of theforward or reverse clutches 11 or 12 and to provide for the lost-motion connection.

Moreover, according to another feature of the invention, the centering spring 113 is effective to return and maintain the control valve 10 to its neutral position iltransmission control system including a control valve 14) embodying the principles of the present invention, and, specifically, wherein the hydraulic pressure supplied to a forward clutch 141 and to a reverse clutch 142 is determined by the spring loading of the hydraulic system. Specifically, the control valve 140 of the transmission control system therein illustrated is adapted to be connected to a source of hydraulic uid under pressure supplied by a transmission valve pump 143 driven from a prime move.r such as an engine 144. The hydraulic tiuid under pressure is supplied to a liuid inlet passageway 145 in a housing 146 of control valve 140 through a uid conduit 147. The forward clutch is connected to a forward clutch passageway 148 in the housing 146 of the control valve 140 through a forward clutch conduit 150. The reverse clutch 142 is connected to a reverse clutch passageway 151 in the housing 146 of the control valve 141i through a reverse clutch. conduit 152. The housing 146 forms a valve chamber 149 normally filled with hydraulic fluid and adapted to discharge surplus hydraulic uid into a reservoir 153 from which it is drawn by the pump 143 through Ya pump supply conduit 155.

To provide for connecting the pump 143 to a selected one of the clutches 141 and 142, the valve chamber 149 includes a valve cylinder 156 reciprocally receiving a valve element 157. The arrangement of ports and passageways in the valve cylinder 156 and valve element 157 is similar to that heretofore described in connection with the enibodiment of FiGS. 1 to 3 and, specifically, the inlet passageway 145 communicates with a pair of spaced inlet ports S and 169 formed in the cylinder 156 in the form of annular recesses or rings. Additionally, outwardly of Veach of the

inlet ports

158 and 160 is a respective clutch port 161 and 162 communicating respectively with the vreverse clutch passageway 151 and the forward clutch i passageway 148, and having the general shape of an annular recess or ring. Moreover, the valve element 157 is provided with a pair of annular recesses or grooves 163 and 165 forming uid passageways separated by a ring 166 reciprocally positioned between the

inlet ports

153 and 160 continuously separating the inlet ports 15S and 161i. Outwardly of the grooves 16,3 and 165 is another pair of grooves 167 and 168 in the form of an annular recess forming a reverse clutch passageway and a forward clutch passageway respectively.

To provide lubricating fluid for the vehicle, the control valve 141) is provided with a lubrication outlet port 171! adapted to be connected to the lubricating system of the vehicle to provide a low-pressure uid source for the lubrication system. A pressure relief valve 171 is connected to the lubrication passageways in the valve 141) to control the pressure in the lubricating conduit and the pressure relief valve 171 discharges into the reservoir through a lubricating discharge conduit 172 to dispose of any excess iiow to the lubricating system. Additionally, the lubricating passageways in the control valve 140 include a pair of axial lubricating passageways 173 and 175, extending into respective ends of the valve element 157, and each provided at its outer end with an enlarged counterbored portion 176 and 177 respectively. Each of the axial lubricating passageways 173 and 175 connects with a plurality of radial lubricating passageways 178 and 180 respectively which communicate with the annular passageways 163 and 165, respectively. Positioned in Vrespective ones of the axial lubricating passageways 173 and 175 are a pair of pressure regulating pins 181 and 182 forming pistons which are respectively slidably mounted in the axial lubricating passageways 173 and '175 and which form expandable chambers 183 and 185 therewith. The pins131 and 182 respectively are prolvided with axial passageways 186 and 137 terminating in radially outwardly extending lubricating iiuid ports 188 and 190, respectively. When the control valve 140 is in the neutral position illustrated in FIG. 4, the tluid ports 188 and 196 open between the expandable chambers 183 and 185 into the enlarged counterboreportions 176 and 177 respectively. The enlarged counterbore portions 176 and 177 of the valve element 157 open into

lubricating passageways

191 and 192 connecting to the lubricating outlet port through

intermediate lubricating passageways

193, 195, and 196. When the control valve 140 is in the neutral position illustrated in FIG. 4, two lubri* eating branches are formed, a first including the inlet passageway 145, inlet ports 158, groove 163 in the valve element 157, radial lubricating passageway 178, axial lubricating passageways 173 and 186, fluid port 18S, enlarged counterbore portion 176 of the valve element 157, and the

lubricating passageways

191, 193; a second lubricating passageway is formed to the right of the valve and including the inlet passageway 145, the inlet port 160, the groove 165, the radial lubricating passageway 180, the axial lubricating passageways and 187, the fluid port 190, the enlarged counterbored portion 177 of the valve element 157, and the

iuid passageways

192, 195 and 196. The pins 181 and 132, while axially slidable within the chambers 183 and 185, are maintained while the valve is in neutral position such that the iiuid ports 188 and 190 are open into the counterbored enlarged portions 176 and 177 of the valve element 157. This is accomplished by a pair of respective helical loading springs 197 and 19S having one end respectively positioned against one of a pair of fixed plugs 209 and 201, respectively, of the valve housing 146 and having its other end bearing against one of a pair of C rings 202 and 203 respectively tted into suitable recesses 205 and 206 respectively in the pins 181l and 182 respectively. The loading springs 197 and 198 are coiled around the outer ends of the pins 181 and 182 and are positioned at least partially within the enlarged counterbored portions 176 and 177 of the valve element 157. Moreover, the free length of the loading springs 197 and 19S is such that the ports 188 and 19t) are maintained open, when the valve 141i is in neutral, that is, are maintained in communication between the respective expandable chambers 183 and 185 and the enlarged counterbored portions 176 and 177 of the valve element 157. It will oe appreciated that upon initial movement of the valve element 157 to the left or right the uid ports 188 and 19@ will be at least partially closed or restricted by the wall of the axial fluid passageways 173 and 175 respectively.

To provide for movement of the valve element 157 in the desired direction, there is provided a control shaft 207 extending through the housing 146 of the control valve 140 into the valve chamber 149, and adapted to be manually rocked, for example, by a hand lever or a treadle. A control fork 208 is fixed to the shaft 207 and 1s provided with a pair of bifurcated arms 21) each provided with suitable inwardly extending protrusions or buttons 211 slidably riding in an annular groove 212 in the valve element 157. Pivoting of the control shaft 207 clockwise is effective to move the valve element 157 to the right, as viewed in FIG. 4 and pivoting of the control shaft 207 counterclockwise as viewed in FIG. 4 is effective to move the valve element 157 to the left.

In order to provide for unloading of the forward clutch 141 and reverse clutch 142 to the reservoir when the valve 140 is in neutral position, there is provided enlarged portions or chambers 213 and 215 outwardly of the clutch ports 161 and 162, respectively, in the wall of the valve cylinder 156. The chamber 215 is connected through a Huid conduit 216 to the chamber 213, each of which are adapted to discharge into the reservoir 153 through an outlet conduit 217.

In order to lock the valve element 157 in its extreme leftor right-hand position, thereby to maintain the forward clutch 141 or reverse clutch 142 respectively in its fully engaged position, the valve element 157 is provided with a pair of detents or V-shaped grooves 220 and 221 at one end thereof and the Valve 140 includes a pair of 13 diametrically opposed holding balls 222 and 223 biased toward the detents 221) and 221 by a pair of compression springs 225 and 226. The balls 222 and 223 are effective to engage within the detents 221 and 222 to hold and maintain the valve element 157 in a fully engaged clutch position.

In order to accurately center the valve element 157 in the valve cylinder 156, there is provided a centering spring 227 positioned between a reduced diameter portion 22S of the valve element 157 and a counterbored portion 231i of the valve cylinder 156. The centering spring 227 is provided at each end with respective bearing washers 231 and 232 respectively. The bearing washer 231 is adapted to seat when in the neutral position against a first shoulder 235 formed at the base of the counterbored portion 230 of the valve housing 141) and a second shoulder 235 formed at the base of the reduced diameter portion 228 of the valve element 157. The other end bearing washer 232 is adapted to seat against a first C-ring 236 fitted in an annular groove 237 in the counterbored portion 2311 of the valve housing 144 and a second C-ring 238 fitted in an annular groove 248) in the counterbored portion 2311 of the valve element 157. It will be understood that movement of the valve element 157 either to the left or right from the neutral position is effective to compress the centering spring 227 in a manner similar to that heretofore described in connection with the embodiment of FIGS. 1 to 3, and the centering spring 227 is therefore continuously effective to bias the valve element 157 in the neutral position illustrated in FIG. 4.

From the foregoing description the operation of the improved control valve 14d -is believed clear. Moreover, the operation thereof embodies the principles heretofore set forth in detail in connection with the embodiment of FiGS. 1 to 3. However, briefly, it will be understood that with the valve element 157 in a neutral position, as illustrated in FIG. 4, lubricating oil is free to fiow through the lubricating passageways heretofore set forth and to be discharged from the lubrication outlet port 170 to the lubricating system of the vehicle. Any excess fluid supplied to the lubrication system will be discharged through the pressure relief valve 171. It is, of course, understood that the lubrication system of the vehicle is a lowpressure system and, accordingly, -the pressure relief valve 171 is set at a very low value compared to the output of the pump 143. Movement of the element 157 to either the left or the right will be effective to close one branch of the lubricating system to the source of input fiuid and,

additionally, will serve to connect a respective one of the clutches 141 and 142 to the input system. For example, movement of the valve element 157 to the right, as viewed in FIG. 4, will be effective to move the passageway 163 on the valve element 157 out of communication with the inlet port 158 and, accordingly, close off the lubrication branch including the radial lubricating ports 17S. At the same time, the passageway 167 will connect the inlet port 158 with the reverse clutch port 161 and, accordingly, will supply inlet fluid to the reverse clutch. This movement of the valve element 157 to the right will additionally be effective to block off the lubricating ports 190 to the expandable chamber 185. Once the requirement of duid to the clutch has been satisfied, then pressure will build up in the expandable chamber 185 so as to move the pin 182 outwardly of the expandable chamber 185 against the return bias of the loading spring 19S to at least partially open the fluid ports 190. The pressure build-up in the expandable chamber 185 will, of course, be a function of the amount of compression to the loading spring 19S and, consequently, will be determined by the distance that the valve element 157 has been moved to the right. This pressure build-up in the expandable chamber 185 results in a pressure build-up in the inlet pressure from the pump 143 and, accordingly, the pressure is transmitted to the reverse clutch 142. If it is desired to completely engage the clutch so as to solidly connect the transmission to the engine, the valve element 157 would, of course, be shifted completely to the right as viewed in FfG. 4 until the holding balls 222 and 223 fit into the detent 221B. In this position the compression load characteristic of the spring 198 is 'such as substantially to make the complete pressure output of the pump 143 available for loading the reverse clutch.

1t will be understood that movement of the valve element 157 to the left will block the lubricating passageways to the right of the valve element 157 as viewed in FG. 4, and, at the same time, Will be effective to connect the forward clutch 141 to the hydraulic system.

When the valve element 157 is returned to a neutral position, the respective clutches 141 and 142 will be discharged to the reservoir. The forward clutch 141, for example, will discharge through the forward clutch conduit 150, the clutch passageway 148, clutch port 162, groove 16S, chamber 21S, and fluid conduit 216 into the fiuid conduit 213 which communicates with the output conduit 217. The reverse clutch 142 is discharged to the reservoir through the reverse clutch conduit 152, the clutch passageway 151, the clutch port 151, the groove 167, and the uid conduit 213 leading to the outlet conduit 217.

As above described, any desired pressure loading of the forward or reverse clutches 141 and 142, may be had by the proper positioning of the valve element 157 through pivotal positioning of the control shaft 2117. Moreover, the pressure established in the respective expandable chambers 133 and 135 and transmitted to the forward and reverse clutches 141 and 142 creates a feel on the control shaft 207 so that the vehicle embodying the present transmission control system may be accurately inched at a slow rate of speed in either the forward or reverse direction regardless of the speed of the engine 145.

While certain preferred embodiments of the invention have been described by way of illustration, many modifications will occur to those skilled in the art. It is therefore intended in the appended claims to cover all such modifications as fall within the true spirit and scope of the invention.

What is claimed as new and desired to be secured by Letters Patent of the United States is:

1. Control valve means for selectively actuating forward and reverse clutches of a truck transmission to provide inching of the truck and comprising a valve housing having a valve chamber including a valve cylinder, a valve element slidably mounted in said cylinder, first passageway means communicating with said valve cylinder for connection to a source of hydraulic fluid under pressure, means in said valve chamber including said valve element forming a first expandable chamber, means in said valve chamber including said valve element forming a second expandable chamber, a first passageway in said valve element for interconnecting said first passageway means and said first expandable chamber, a second passageway in said valve element for interconnecting said first passageway means and said second expandable chamber, second passageway means communicating with said firs-t and second expandable chambers for connection to the lubricating system of the truck and including a first port in said first expandable chamber and a second port in said second expandable chamber, said first port being at least partially closed upon movement of said valve element in a `first direction and said second port being at leas-t partially closed by movement of said valve element in a second direction; third passageway means communieating with said valve cylinder for connection to a first fluid actuated clutch, fourth passageway means communieating with said valve cylinder for connection to a second fluid actuated clutch, means including said valve element for placing said first passageway selectively in communication with said third and fourth passageway means, said valve element -being provided with means for maintaining said first passageway means and said first expandable chamber in communication when said valve element is moved in said first direction and closing said first passage- `vay means relative to said first expandable chamber when said valve element is moved in said second direction and additionally provided with means maintaining said first passageway means and said second expandable chamber in communication when said valve element is moved in said second direction and closing said lirst passageway means relative to said second expandable chamber when said valve is moved in said first direction, actuating means operable to move said valve element in said first and second directions toward a position to contract said expandable chambers to close said first and second ports respectively to provide a pressure build-up in the respective one of said chambers which tends to expand said chambers, and spring means connected to resiliently restrain the expansion of said expandable chambers due to the pressure therein so as to at least partially maintain open said first and second ports respectively until the pressure in the associated expandable chamber is in equilibrium with the restraining force of the spring means, the restraining force of said spring means being a function of the distance through which actuating means is moved.

2. Control valve means for selectively actuating forward and reverse clutches of a truck transmission to provide inching of said truck and comprising a valve housing having a valve chamber including a valve cylinder, a valve element slidably mounted in said cylinder, first passageway means communicating with said valve cylinder for connection to a source of hydraulic fluid under pressure, means in said valve chamber including said valve element forming a first expandable chamber, means in said valve chamber including said valve element forming a second expandable chamber, a rst passageway in said valve element for interconnecting said first passageway means and said first expandable chamber, a second passageway in said valve clement for interconnecting said first passageway means and said second expandable chamber, second passageway means communicating with said first and second expandable chambers adapted for connection to the lubricating system of a truck and including a first port in said first expandable chamber and a second port in said second expandable chamber, said first port being at least partially closed upon movement of said valve element in a rst direction and said second port being at least partially closed by movement of said valve element in a second direction; third passageway means communicating with said valve cylinder adapted for connection to a rst fiuid actuated clutch, fourth passageway means communicating with said valve cylinder adapte-d for connection to a second fluid actuated clutch, said valve element being provided with means maintaining said first passageway means and said first expandable chamber in communication when said valve element is moved in said first direction and closing said first passageway means relative to said first expandable chamber in communication when said valve element is moved in said second direction and additionally provided with means maintaining said first passageway means and said second expandable chamber in communication when said valve element is moved in said second direction and closing said first passageway means relative to said second expandable chamber when said valve is moved in said first direction, and additionally provided with means placing said first and third passageway means in communication lwhen said valve element is moved in said first direction and placing said first and fourth passageway means in communication when said valve element is Vmoved in said second direction, actuating means operable to move said valve element in a selected one of said first and second directions toward a position to contract said expandable chambers to close said first and second ports respectively to provide la pressure build-up in the respective one of said chambers which tends to expand said chambers, and spring means connected to resiliently restrain the expansion of said expandable chambers due to the pressure therein so as to at least partially maintain open lsaid first and second ports respectively when the pressure in the associated expandable chamber is in equilibrium with the restraining force of the spring means, the restraining force of said spring means being a function of the distance through which actuating means is moved.

3. Control valve means for selectively actuating forward and reverse clutches of a truck transmission to provide inching of said truck. and comprising a valve housing having a valve chamber including a valve cylinder forming expandable chambers at each end, a valve element slidably mounted in said cylinder and including piston portions at each end slidably received in said expandable chambers, first passageway means communicating with said valve cylinder for connection to a source of hydraulic tiui-d under pressure and including a pair of spaced inlet ports in said valve cylinder, a rst passageway in said valve element for interconnecting a first one of said inlet ports and a first one of said expandable chambers, a second passageway in said valve element for interconnecting a second one of said inlet ports and a second one of said expandable chambers, second passageway means communicating with said first and second expandable chambers adapted for connection to the lubricating system of a truck and including a first lubricating port in a side wall of said first expandable chamber and a second lubricating port in a side wall of said second expandable chamber, said first port being closed by a first one of said piston portions upon movement of said valve element in a first direction and said second port being closed by a second one of said piston portions upon movement of said valve element in a second direction; third passageway means communicating with said valve cylinder adapted for connection to a iirst fluid actuated clutch and including a first clutch port spaced outf wardly of said first inlet port, a fourth passageway means communicating with said valve cylinder adapted for connection to a second fluid actuated clutch and including a second clutch port spaced outwardly of said second inlet port, said valve element being provided with means placing said first inlet port in communication with said first passageway and placing said second inlet port in communication with said second clutch port and discharging said first clutch port into said valve chamber when said valve element is moved in said first direction and placing said second inlet port in communication with said second passageway and placing said first inlet port in communication with said first clutch port and discharging said secon-d clutch port into said chamber when said valve element is moved in said second direction, actuating means operable to move said valve element in said first and second directions to close said first and second ports respectively to provide a build-up of fluid pressure in a respective one of said expandable chambers to expand said chamber, and spring means connected to resiliently restrain the expansion of said expandable chambers due to the pressure therein so as to at least partially maintain open said rst .and second ports respectively when the pressure in the associated Yexpandable chamber is in equilibrium with the restraining force of the spring means, the restraining force of said spring means being a function of the distance through which actuating means is moved.

4. Control valve means as set forth in claim 3 above wherein said spring means includes a single double-acting compression spring.

5. A control valve as set forth in claim 3 above wherein said valve chamber additionally includes a control cylinder spaced from said valve cylinder an-d wherein said actuating means includes a control sleeve slidably received in the control cylinder and a control piston slidably mounted in the control sleeve interconnected therewith by the said spring means, and link means interconnecting said control piston and said valve element.

6. A control valve as set forth in claim 5 above wherein said spring means comprises a double-acting comannees? pression spring and wherein said control sleeve is provided with stops for engaging opposite ends of said spring and said control piston is provided with a stop for engaging one end of said spring and with a second stop for engaging said link, and including a link sleeve interposed between said link and the other end of said spring.

7. A control valve as set forth in claim 6 above whereing said spring is initially precompressed.

S. Control valve as set forth in claim 3 above and additionally including a pressure relief valve in said second passageway means adapted to discharging excess hydraulic uid supplied to the lubricating system of said truck and set t release at a pressure substantially below the pressure of said hydraulic uid source.

9. Control valve means as set forth in claim 3 above and additionally including dasnpot means connected to retard rapid movement of said valve element into said rst and second positions.

10. Control valve means as set forth in claim 5 above and additionally including a pair of spaced opposed cylinders, and wherein said control piston is provided with piston portions at its ends slidably received in respective ones of the last-mentioned cylinders, said lastmentioned cylinders being provided with ports in their side walls communicating with said chamber and adapted References Cited by the Examiner UNTED STATES PATENTS 2,301,099 11/42 Upp 192-87 XR 2,774,257 12/56 Tyler.

2,844,643 7/58 Hobbs 192-87 XR 2,852,959 9/58 Isaacson 74-754 2,925,156 2/ 60 Grant 192-.98

OTHER REFERENCES Ser. No. 400,817, Maybach (A.P.C.), published May 18, 1943.

DAVID I. WILLIAMOWSKY, Primary Examiner.

ROBERT C. RIORDON, Examiner.

Claims

1. CONTROL VALVE MEANS FOR SELECTIVELY ACTUATING FORWARD AND REVERSE CLUTCHES OF A TRUCK TRANSMISSION TO PROVIDE INCHING OF THE TRUCK AND COMPRISING A VALVE HOUSING HAVING A VALVE CHAMBER INCLUDING A VALVE CYLINDER, A VALVE ELEMENT SLIDABLY MOUNTED IN SAID CYLINDER, FIRST PASSAGEWAY MEANS COMMUNICATING WITH SAID VALVE CYLINDER FOR CONNECTION TO A SOURCE OF HYDRAULIC FLUID UNDER PRESSURE, MEANS IN SAID VALVE CHAMBER INCLUDING SAID VALVE ELEMENT FORMING A FIRST EXPANDABLE CHAMBER, MEANS IN SAID VALVE CHAMBER INCLUDING SAID VALVE ELEMENT FORMING A SECOND EXPANDABLE CHAMBER, A FIRST PASSAGEWAY IN SAID VALVE ELEMENT FOR INTERCONNECTING SAID FIRST PASSAGEWAY MEANS AND SAID FIRST EXPANDABLE CHAMBER, A SECOND PASSAGEWAY IN SAID VALVE ELEMENT FOR INTERCONNECTING SAID FIRST PASSAGEWAY MEANS AND SAID SECOND EXPANDABLE CHAMBER, SECOND PASSAGEWAY MEANS COMMUNICATING WITH SAID FIRST AND SECOND EXPANDABLE CHAMBERS FOR CONNECTION TO THE LUBRICATING SYSTEM OF THE TRTUCK AND INCLUDING A FIRST PORT IN SAID FIRST EXPANDABLE CHAMBE AND A SECOND PORT IN SAID SECOND EXPANDABLE CHAMBER, SAID FIRST PORT BEING AT LEAST PARTIALLY CLOSED UPON MOVEMENT OF SAID VALVE ELEMENT IN A FIRST DIRECTION AND SAID SECOND PORT BEING AT LEAST PARTIALLY CLOSED BY MOVEMENT OF SAID VALVE ELEMENT IN A SECOND DIRECTION; THIRD PASSAGEWAY MEANS COMMUNICATING WITH SAID VALVE CYLINDER FOR CONNECTION TO A FIRST FLUID ACTUATED CLUTCH, FOURTH PASSAGEWAY MEANS COMMUNICATING WITH SAID VALVE CYLINDER FOR CONNECTION TO A SECOND FLUID ACTUATED CLUTCH, MEANS INCLUDING SAID VALVE ELEMENT FOR PLACING SAID FIRST PASSAGEWAY SELECTIVELY IN COMMUNICATION WITH SAID THIRD AND FOURTH PASSAGEWAY MEANS, SAID VALVE ELEMENT BEING PROVIDED WITH MEANS FOR MAINTAINING SAID FIRST PASSAGEWAY MEANS AND SAID FIRST EXPANDABLE CHAMBER IN COMMUNICATION WHEN SAID VALVE ELEMENT IS MOVED IN SAID FIRST DIRECTION AND CLOSING SAID FIRST PASSAGEWAY MEANS RELATIVE TO SAID FIRST EXPANDABLE CHAMBER WHEN SAID VALVE ELEMENT IS MOVED IN SAID SECOND DIRECTION AND ADDITIONALLY PROVIDED WITH MEANS MAINTAINING SAID FIRST PASSAGEWAY MEANS AND SAID SECOND EXPANDABLE CHAMBER IN COMMUNICATION WHEN SAID VALVE ELEMENT IS MOVED IN SAID SECOND DIRECTION AND CLOSING SAID FIRST PASSAGEWAY MEANS RELATIVE TO SAID SECOND EXPANDABLE CHAMBER WHEN SAID VALVE IS MOVED IN SAID FIRST DIRECTION, ACTUATING MEANS OPERABLE TO MOVE SAID VALVE ELEMENT IN SAID FIRST AND SECOND DIRECTIONS TOWARD A POSITION TO CONTRACT SAID EXPANDABLE CHAMBERS TO CLOSE SAID FIRST AND SECOND PORTS RESPECTIVELY TO PROVIDE A PRESSURE BUILD-UP IN THE RESPECTIVE ONE OF SAID CHAMBERS WHICH TENDS TO EXPAND SAID CHAMBERS, AND SPRING MEANS CONNECTED TO RESILIENTLY RESTRAIN THE EXPANSION OF SAID EXPANDABLE CHAMBERS DUE TO THE PRESSURE THEREIN SO AS TO AT LEAST PARTIALLY MAINTAIN OPEN SAID FIRST AND SECOND PORTS RESPECTIVELY UNTIL THE PRESSURE IN THE ASSOCIATED EXPANDABLE CHAMBER IS IN EQUILIBRIUM WITH THE RESTRAINING FORCE OF THE SPRING MEANS, THE RESTRAINING FORCE OF SAID SPRING MEANS BEING A FUNCTION OF THE DISTANCE THROUGH WHICH ACTUATING MEANS IS MOVED.